Vehicle



VEHI CLE Filed April 16, 1938 15 Shee'cs---SheefI 1 Feb. 25, 1941. J. Nlc'bL 2,233,323

VEHICLE Filed April 16, 1938 13 Sheets-Sheet 2 (fo/m -Newz Feb. 25, v1941. J. NlcoL 2,233,323

VEHIGLE Filed April 16, 1938 l5 Sheets-Sheet 3 Ifo/777 Mbo! Feb. 25,1941-l ma 2333323 Feb. 25, 1941. 1.1mm. 2,233,323

VEHICLE Filed 11px-11 16, 1938 13 sheets-shea s Feb. 25, 1941.

y J. NicoL. 2,233,323

VEHICLE Filed April 16. 1938 13 Sheets-Sheet 6 F1' g. .7U

r//4 l//3 KG: l O i L b //7 (/47 gwn/who@ Feb. 25, 1941.

v.1. Nicol.

VEHICLE med Api-11 1e. 193e 13 Sheets-Sheet 7 NNE mi 3 QWLImm 2 a wnw 3, n m 3 e avm O nl@ 3 h I u. M wfw. m @w www 9 Rw uw www N S y \mw b www Rw wmwlm 3 .mh ww w www n y ,1 k IM bww\r.|\\ ww, huw www 5b d m www w. uw 8 i RMN .lwr @Wndw hN @uw mum m. 3 mw w www wwwwmwww w1 ill! www. www .d l IM l L 6 l/ \E 1| l l w n R y I Si@ l. I N w w w 5N V, A ql J d QNVIm. n n

m R www, ifililfl Il w f FA|I|| IIIII l||.||||.||| l @www x MQW %QN\ l. m ,.H.||| 1 w.\ wh Q lllmwmn w 1 uw 2 1m e F J. Nicol. 2,233,323

vsmcm:

Filed April 16, 19:58 1s sheets-sheet 9 Feb. 25, 1941..

1s' sheets-sheet 1o J. NICOL VEHICLE Filed April 16. 1938 Feb. 25, 1941.

Mme

x I' e Feb. 25, 194i. J, NlCQL, 2,233,323

VEHIGLE Filed April 16, 1958 15 sheets-sheet 11 Feb. 2.5, 1941.

J. NICOL VEHICLE Filed April 16, 1938 13 Sheets-Sheet 12 @NIE Feb. 25, 1941. J. Nicol.

vs'HIcLE' Filed April 16, 1938 l5 Sheets-Sheet 13 guus/who@ cfa/7 n M'ca/ Patented Feb. 55 1941 PATENT OFFICE VEHICLE John Nicol, Detroit, Mich., assignor to Divco Twin Truck Company, Detroit, Mich., a corporation oi' Michigan Application April r16, 193s, serial No. 202,536

15 Claims.

My invention relates to vehicles and ls more particularly concerned with vehicles of the type used for delivery or pick-up service of milk, laundry, small packages or the like.

While making house-to-house calls the driver of a, delivery vehicle usually drives only a short distance from one stop to the next where he alights, makesthe delivery and then returns to start up the vehicle again. With the usual types of delivery vehicle, this involves much stooping, bending and other physical labor since the stops are usually very numerous and the driver soon becomes tired and less efliclent. In this condition he often makes mistakes and may even be involved in traffic accidents.

In recognition of this problem some vehicles for deliveryl and pick-up service have heretofore been designed to at least partially relieve the strain 'on the driver so that his eiilciency might be improved. Some of these vehicles, many of which are now in use, are provided with low floor lines and rearranged controls so that theY driver may enter the vehicle by a single step from the roadway level and drive the vehicle while standing upright therein on one foot and using the other foot to operate controls forthe vehicle. In addition, vehiclesof this type have been designed to provide a large amount of cargo space.

While vehicles of the prior art embodying the above`mentioned features represent forward steps in the development of such vehicles for eilicient and economic delivery service, even the best of them still contain control arrangements which fall short of maximum convenience in operation, and the cargo space is generally designed with a view toward maximum capacity alone without considering the attendant problem of ease and convenience in handling the cargo.

In overcomingv these and many other disadvanta'ges of the prior art it is a, major object of my invention to provide a novel vehicle which is designed especially to speed up delivery of light merchandise and the like.

. A further object of my invention is to provide a novel delivery vehicle in which ample cargo space is provided at the front of the body for accommodating parcels which are to be delivered before the merchandise inside the rear body compartment. In specific attainment of this object the vehicle control mechanism has been regrouped to occupy a nlinimum of space while at the same time being conveniently accessible to the driver and a special platform is built` into the front end of the body.

A further object of my invention is to provide a novel delivery vehicle having a low floor through aisle for convenience in entering or leaving the vehicle while making deliveries and having a low oor driving compartment communicating therewith, but forwardly disposed vtherefrom, so that the driver will be enterely out of the through aisle when he is standing at the vehicle controls.

It is a further object of my invention to provide a novel delivery vehicle having a low floor through aisle and ample cargo space in the body forwardly of the aisle and easily available therefrom and wherein waste liquids, such as water dripping from iced milk crates, are prevented from draining out of the cargo space onto the oor of the vehicle. ,In specific attainment of this object raised ridges or dams are provided along those edges of the cargo space which are not adjacent the body panels. Also, conductor pipes are provided leading from the aisle floor to the ground for draining off any liquid which might accidentally be spilled on the iloor.

A further object of my invention is to provide a delivery vehicle in which the controls are grouped in a novel manner for eiiicient manipulation by the driver whether he is standing or sitting. In connection with this object, the hand service brake lever is extended upwardly to pass adjacent the periphery of the steering wheel so that the driver can instantly grasp the brake lever with one hand while the other is kept on the steering wheel.

It is a further object of my invention to provide a vehicle having a novel instrument board which serves also as a writing table and a lateral body strengthening member.

A further object of my invention is to provide a vehicle having novel Windshield header construction.

A further object of my invention is to-provide a vehicle having a novel arrangement for admitting fuel into the fuel reservoir. In connection with this object I provide a flexible fuel conduit extending partly through the body and a cover inside the body for protecting the conduit.

A further object of my invention is to provide a delivery vehicle having novel body construction which is sturdy and tight and' free from objectionable body noises but which at the .same time is light and provides plenty of cargo space with convenient access thereto. In specic attainment of this object the body comprises a plurality of frame units which are made substantially unitary by welding and these units are combined to form a rigid tight body assembly.

Still a further'object of my invention is to provide a vehicle having novel body construction in which resilient material is provided between the side frames and the panels to reduce body noises and compensate for panel irregularities.

A further object of my invention is to provide a vehicle having novel rear compartment oor construction for insulating the rear compartment against heat from the pavement and other sources below the vehicle.

A further object of my invention is to provide a, vehicle whose body is provided with novel side door construction wherein double folding side doors are operated from control handles at the upper front end of the body. In connection with this object a novel door guide arrangement is contemplated and special means are provided for shedding water above the door openings. 1

A further object of my invention is to provide a vehicle having a, novel sliding door arrangement at the rear of the body compartment.

It is a further object of my invention to provide a novel clutch and brake control mechanism operated by a single control lever and wherein the clutch, after disengagement, is prevented from" interfering with brake control operation of the/lever. y

A further object of my invention is to provide a vehicle having a novelf'mounting for supporting the master hydraulic brake cylinder upon one of the engine support brackets which are disposed between the engine and the chassis.

A further object of my invention is to provide a standrive delivery vehicle having a novel battery supporting bracket secured to the front end of the body beneath the engine hood. This is especially important in a delivery vehicle of this type in which the battery cannot be placed under the front seat as in the ordinary automobile.

A further object of my invention is to provide a novel drivers seat assembly 'which is adjustable to permit operation of the vehicle from full sitting, half sitting or standing positions. In connection with this object I provide 4novel socket attachments at the vehicle floor for permitting the seat to be placed adjacent the controls or to be folded and stacked out of the drivers way.

It is a further object of my invention to provide a novel windshield defrosting system for a vehicle wherein hot air from beneath the hood is directed upwardly along the outer surface of the Windshield.

Still a further object of my invention is to pro.. vide a novel delivery vehicle having a long Wheel base and a relatively low rear compartment floor for -accommodating long articles such as dresses and the like. This type of vehicle is especially designed for dry cleaning delivery service.

Further objects of my invention will presently appear as the description proceeds in connection with the annexed drawings in which:

Figure 1 is a photographic view in elevation illustrating a vehicle constructed according to my invention with the side and rear doors omitted and the roof and side paneling partly cut away to show the body frame construction and the general arrangement of the body interior;

Figure 2 is an end elevation of the vehicle of Figure 1 illustrating especially the rear body storage compartment;

Figure 3 is a side elevation looking at the inside of one of the body side assemblies illustrating the frame construction;

Figure 4 is a section taken along line 4-4 in Figure 3 illustrating the resilient means between the upper side panel and the frame;

Figure 5 is a section taken along line 5-5 in Figure 3 illustrating the manner in which the upper and lower side panels are joined and secured to the frame;

Figure 6 is an enlarged fragmentary view in elevation illustrating the control arrangements and the cargo platform at the front end of the vehicle body;

Figure 7 is an enlarged view in elevation illustrating the body construction at the upper front end of the vehicle body and further showing the modified hand brake lever and the side door control handles;

Figure 8 is a fragmentary rear elevation of the body of a vehicle constructed according to my invention and having a central rear door which is slidable upwardly andA forwardly on tracks disposed adjacent the roof;

Figure 9 is a vertical section illustrating the manner in which the sliding door fits on the body when in closed position;

Figure 10 is a horizontal section illustrating the sliding door in closed position on the body and further illustrating the rear body panel structure;

Figure 11 is a fragmentary view in side elevation and partly in section illustrating the track assembly upon which the sliding rear compartment door operates, with the door shown in open position in full lines. Closed position of the door is indicated in dotted lines;

Figure 12 is a section of one of the sliding door tracks taken along line I2-l2 in Figure 11;

Figure 13 is a fragmentary view looking from the rear of the body illustrating the brackets for supporting one of the sliding rear door tracks. The track is not shown in this figure for the sake of clarity;

Figure 14 is a fragmentary plan View partly in section of a latch for the rear compartment door;

Figure 15 is a fragmentary plan view partly in section illustrating one of the folding side doors of the vehicle with the combination door guide and water shed;

Figure 16 is a fragmentary view representing a section through the side door frame and door illustrating the guide arrangement;

Figure 17 is a fragmentary view in side elevation further illustrating the side door guide;

Figure 18 is a fragmentary enlarged end view partly in section illustrating the flein'ble fuel conduit leading from the side of the vehicle to the fuel reservoir;

Figure 19 is a fragmentary view illustrating a modified form of flexible fuel conduit;

Figure 20 is a front view of part of the front body wall at the engine side illustrating the battery support;

Figure 21 is a side elevationv of the battery support of Figure 20;

Figure 22 is a side elevation illustrating the clutch and brake control linkage;

Figure 23 is a plan view of the control linkage of Figure 22;

Figure 23A is a fragmentary view illustrating the support for the right-hand end of an emergency brake operating shaft;

Figure 24 is an enlarged plan view partly in section illustrating the resilient clutch release rod;

Figure 25 is a side view of another embodiment of the clutch and brake control linkage. somewhat similar to Figure 22, but in which the transmission lever controlled ratchet is supported by a chassis cross member;

Figure 26 is a section illustrating another embodiment of the control lever arrangement at the ratchet shaft in Figure 25;

Figure 27 is a front elevation of the driver's seat also illustrating the iloor socket for mounting the seat when the driver is operating the vehicle from a sitting position;

Figure 28 is a side view of the drivers seat of Figure 27;

-Figure 29 is a section taken along line 2-8-26 in Figure 27 illustrating further the through aisle floor support;

Figure 30 is a section taken along line 38-36 of Figure 27;

Figure 31 is a section taken along line 3I-3I of Figure 27;

Figure 32 is a section taken along line 32-32 of Figure 27;

Figure 33 is a fragmentary side view illustrating the brackets for storing the drivers seat out of the way when the driver operates the vehicle from a standing position;

Figure 34 is a front view of one of the brackets of Figure 33;

Figure 35 is a horizontal section taken through the bracket of Figure 33;

Figure 36 is a side elevation of a modified type of delivery vehicle according to my invention which has a long wheel base and a rear compartment designed for delivery of long vertical objects such as coats and dresses. The hot air stream for defrosting the windshield is also illustrated in this figure; and

Figure 37 is a fragmentary view partly in section illustrating the manner of supporting the engine hood to permit passage of the windshield defrosting stream. A

With reference to Figure 1, the vehicle of my invention comprises a chassis generally designated at II which is supported at the front and rear upon wheels I2 and I3, respectively. The engine E is mounted under hood I4 upon the forward end of the chassis and is disposed substantially wholly forwardly of the axle between the front wheels, substantially as illustrated in Figure 36 for a purpose later to be described. A fuel tank or reservoir I5 is mounted upon the chassis rearwardly of rear wheels I3.

Chassis Il is provided with a drop portion I6 rearwardly of the transmission and a body generally designated at I 6 is supported upon the chassis rearwardly of the engine. Body I6 cornprises side frame assemblies, a roof assembly, side and rear doors and a novel front end arrangement as Will be described below.

Novel methods and apparatus for building the separate body unit assemblies and incorporating them together to provide the complete body are disclosed in detail and claimed in my copending application, Serial No. 296,512, tlled September 25, 1939.

Side frame assemblies Body I6 is provided with opposite side trame assemblies I1 and I8 which are suitably secured, as by bolting, to the opposite ends of lateral body supporting crossbeams I9. 4Crossbeams I9 are secured rigidly in some suitable manner such as by boltin'g to the chassis Il. Side frame assemblies I'i and I8 (see Figures l and 3) are substantially identical and .each preferably comprises a unit made substantially integral by welding before being assembled on the chassis.

Side frame assembly I1 (Figure 3) is provided with a plurality of substantially vertical members including a rear post 2|', side door posts 22 and 23 and a front post 24. A slightly bowed top frame rail 26 extends substantially horizontallybetween the front and rear posts 2| and 24, respectively, and is secured ilrmly to the top ends of those posts as well as to the top ends of door posts 22 and 23. A lower body side rail 26, jdisposed substantially at the level of the drop portion I0, is secured to the bottom ends of door posts 22 and 23 and terminates in curved angle extensions 21 and 28 which are se.- cured to the front post 24 and rear post 2I, respectively. Frame angles ,2l and 26 support the wheel housings 21 and 28', respectively.

A plurality of spaced horizontal panel braces 28 extend between the rear post 2i and door post 22. Forwardly of door 'post 23, a substantially vertical intermediate post 3I extends upwardly from lower rail 26 and is secured to a substantially horizontal panel brace 82 which extends 4 also provided with a r'ear bumper bracket 34 and a roof support bracket 35 which are secured at opposite ends of rear post 2l.

Rearwardly of door post 22, side frame assembly I1 is provided with upper and lower body panels 36 and 3'I, respectively, which overlap at the joint illustrated in Figure 5. As shown in Figure 5, upper panel 36 is formed with an outwardly bent portion 38 which extends downwardly past the upper edge of panel 31 and the inner side portion 38 lies in full surface engagement with the outer side of panel 31. A suitable spring clip 4I, designed to receive a horizontal moulding strip 42, is secured, as by welding, to the outer side of panel portion 38. If desired, a plurality of separate clip sections may be used in place of along clip 4I.

The inner surfaces of panels 36 and 3l are substantially in the same vertical plane and the joint therebetween is bridged by a longitudinal strip 43 which lies flush against the inner surfaces of both panels and is secured to lower panel brace 29 as shown in Figure 5. The two upper panel braces 29 are separated from upper panel 36 by strips44 of a suitableresilient in aterial such as sponge rubber or the like. As shown in Figure 4, upper panel braces 29 are preferably channel-shaped and provided with opposite lateral anges 45. Strips 44 are disposed between each flange 45 and the inner surface of panel 36 and are preferably secured to flanges 45 in some suitable manner. such as by vulcanization or a suitable adhesive, before panel 36 is mounted on the side frame assembly.-

Forwardly of door p'ost 23, an upper front side panel 46 is secured upon the side frame assembly. Panel 46 is provided with a window opening 41. A substantially horizontal ledge 48, which is secured to the upper end of intermediate post 3|, is secured at its opposite ends to posts 23 and 24 and serves as a window sill. A lower front panel member 50, shown in Figure 3 but removed in Figure 1, encloses the lower front end of the side frame assembly Il. The joint between panels 46 and 56 is preferably the same as that between panels 36 `and 31 shown in Figure 5.

All of the posts, braces, rails, panels and other elements comprising frame assembly |1 are rigidly secured to each other as described above. Although any desired fastening means may be used between the elements, it is prei"- erable to assemble the side frame in a welding jig so that all of the joints between the metal elements may be welded to secure .tight permanent joints and provide a unitary integral side frame assembly.

Although the structural elements above described are of relatively light metal they are shaped and designed to withstand the various bending stresses to which they are subjected and all of the elements cooperate to form a truss in which the individual structural elements aid each other in resisting stresses which tend to warp or deform the side-frame assembly.

Panel 36 is preferably made of sheet metal and may have slight bends or other slight out of plane irregularities therein between its welded edges. It is partly the purpose of sponge rubber strips 44 to illl up any space which might exist, because of these irregularities, between panel 36 and braces 29. In this manner strips 44 prevent rattling between the panels and braces and it is not necessary to go to the trouble and expense of securing exactly shaped panels 36 since the expansion or compression of sponge rubber strips 45 compensates for slight panel irregularities and causes the panel and braces to fit snugly at all times.

Side frame assembly I8 is a'substantial duplicate of side frame assembly |1 except that it is reversed so that, when the side frames are mounted on the body, both sets of horizontal braces 33 are inside the body.

Roof assembly The roof assembly, designated at 30 in Figure 1, extends across the top edges of side frame assemblies l1 and I8 and comprises vertically spaced bowed substantially parallel plates or sheets of metal 5| and 52. The upper roof plate 5I extends from a lateral roof member 53 at the rear to a similar lateral roof member (not shown) at the front of the body. Asv shown in Figure 1, roof member 53 is secured at opposite ends to brackets 35 at the upper ends of rear posts so that roof member 53 is a body strengthening member. The lateral roof member at the front also serves as a. body strengthening member.

Intermediate its ends, roof member 40 is provided with a series of bowed rigid lateral braces 54, the opposite ends of which are secured by anysuitable means such as bolts to top frame rails 25. Sheets 52 comprise roof liner elements which are secured to braces 56 and braces 58 in turn are secured to suitable brackets (not shown) welded to roof plate 5|. Braces 54 are preferably disposed below sheets 52 and are secured thereto in any suitable manner, such as by spot welding. The space between sheets 5| and 52 is preferably filled with a suitable heat insulationmaterial such as an asbestos mixture or the like.

Roof 40, comprising sheets 5| and 52 andthe rigid lateral roof members and braces, is preferably made up'as a unit and then bolted in place after the side frame assemblies and the cowl have been mounted on the body. A preferred manner of assemblingroof 40 isto make it of three separate longitudinal sections which are assembled and made integral Iby welding before the whole unit is mounted on the body.

Windshield header The windshield is of the V-type and slopes downwardly and forwardly from the roof and rearwardly and laterally from a central windshield brace 56. Above the Windshield a header 51 extends between' opposite sides of the body and is supported at opposite ends by posts 24. Header 51 is provided With a central storage compartment 58 for books and the like. Compartment 58 is enclosed at the top and front by the downwardly curving inner roof surface and its sides are formed by plates 60 which are secured in some suitable manner as by welding to header 51. If desired, a suitable door may be provided for the open end of compartment 58 but such is not necessary.

Instrument board buttons generally designated at |0| for manipul lating the engine throttle, choke, lights, ignition switch and starter. Directly in front of the steering wheel an instrument cluster, designated at |02, is mounted on'the top surface of board 6| and contains the speedometer, odometer, oil gauge, ammeter, gasoline gauge and motometer.

All of these controls and instruments cover less than one third of the top surface of the instrument board so that the remainder of that surface is available for use as a writing table where the driver may prepare his orders, bills or the like. A ledge |03 prevents books and papers from sliding rearwardly oi the table surface to the floor when the vehicle is in motion. A suitable lamp |04 is provided on the inside lof Windshield brace 56 for illuminating the top surface of board 6|.

Below the Windshield and instrument board, a downwardly extending substantially vertical panel 62 extends across the body and is secured at opposite sides to front posts 24 by a suitable securing means such as bolts or welding or the like. Suitable insulation may be provided upon either surface of panel 62 ot prevent heat from the engine from being conducted to the interior of the body.

Through aisle arrangement The vehicle lbody is provided with a low floor through aisle at that portion which is supported above drop portion |0 of the chassis. Side door openings, defined by door posts 22 and 23 and frame rails 25 and 26, are positioned at opposite ends of the aisle whose iioor is generally designated at 63. Floor 63 extends between bottom rails26 and is provided intermediate its ends with a raised housing'portion 64 enclosing the drive shaft. Floor 63 is further provided with raised portions 65 and 66 where it traverses the longitudinal chassis members (see Figures 1 and 6).

Floor 63 is preferably made up of three sections, one of which is the housing 64, and the other two of which extend laterally from opposite sides of housing 64 to the door openings. Attention is especially called to Figures 27 and 29 in which the floor supporting 'members are best shown. v A llateral seat socket supporting webv 61 is provided with a flange 68 secured, as by bolts 69, to the inner side of a main longitudinal channel-shaped chassis member An angle member 1| has a horizontal leg secured as by welding to the lower surface of flange 14 and has a depending leg secured as by welding to the free end of web 61. Anglel 1| is apertured to allow passage of a bolt 13 extending through aligned apertures in floor section 15 and flange 14. The threaded end of bolt 13 is received within Ia tapped block 12 welded to the horizontal leg of angle 1| as shown in Figure 29.

At all of the other apertures along anges 14, block 12 is secured as by welding directly to the bottom surface of flange 14 since only one angle member 1| for connection with the web 61 is provided. When bolts 13 are tightened, iioor sections 15 are securely clamped to tunnel 64. Suitable fastening means such as screws may also be provided if desired for securing portions 65 and 66 ofthe respective floor sections 15 to chassis members The outer edges of each oor section 15 are bent upwardly and outwardly over the top surfaces of rails 26 which lie in substantially the same plane as the top surfaces of chassis members Floor sections 15 are then rigidly secured to rails 26. Suitable mats are provided upon floor sections 15 to bring the floor level even `with portions 65 and 66 and rails 26 to prevent the operator from being tripped thereby. The distance from floor section 15 to the ground or curb is but a single short step.

At the rear of the aisle, a rigid vertical cross panel 16 '(Figure 1), preferably welded to. housing 64, extends between opposite side door posts 22 and is preferably secured thereto by bolts or some other suitable fastening means (not shown). Panel 16 is relatively heavy and serves as a lateral body strengthening member.

Supported upon the front of the body floor to the right of housing 64 is a storage compartment 11 for luggage, chains, tools and the like provided With a suitable door 18 (Figure 6). The fiat top wall 19 of compartment 11 extends forwardly to the front body panel 62, being cut away at one corner to accommodate the right front wheel housing 21'. Wall 19 comprises part of a cargo platform which extends across the front of the body and also includes contiguous top walls 8| and 8 2 which lie in substantially the same plane as Wall 19. Wall 8| is provided with a series of apertures through which the grouped vehicle control mechanisms extend upwardly from the chassis as will later be described. Wall 82 extends laterally from wall 8l to left front side panel 50 and forwardly to front bodywpanel 62.

An elevated skeleton rack 83 is rigidly secured to the top surface of wall 82. In the illustrated form of my invention in Figure 6, rack 83 is designed to support a case of milk bottles and slopes downwardly and rearwardly to aid easy insertion and removal of the case at the rack.

Milk cases, especially in the summer. are usually iced and the melted waste liquid from the ice often drains to the door of delivery vehicles causing the floor to become dangerously slippery. In my vehicle, end and side edge ridges or dams 84 and 85, respectively, are provided for preventing liquid from draining from wall 82 to the vehicle floor. Similar suitable ridges or dams 86. 81 and 88 are provided at the inner edges of wall 19 for the same purpose. These dams or ridges also serve to hold the cases in place on walls 19 and 82. Furthermore. in order to drain liquid which has been accidentally spilled on the oor I provide one or more drain pipes (see Figure 6) for leading such liquid to the ground below the vehicle.

All of the hand operated vehicle controls ex.. tend from the operating mechanism on the chas- 'sis upwardly through grouped apertures in wall 8|. These controls include a steering column 89 at the top of which is a steering wheel 9|; a

transmission lever 92 having a hand throttle control 93; a service hand brake lever 94 which is elongated and bent. outwardly and upwardly at 95 to pass closely adjacent to the periphery of the steering wheel so that` the brake may be applied upon only a slight shift of the hand from the steering wheel; and an emergency brake lever 96 which is located behind and slightly to the left of the steering column instead of being positioned to the right of transmission lever 92 as in the conventional automobile.

With special reference to Figure 6, left floor section extends forwardly from the through aisle to a front panel 91 which is disposed a substantial distance forwardly of the left door opening and supports the'front end of tunnel 64. At its forward end floor section 15 is supported upon a rearwardly extending flange 91' at the bottom of panel 91 (see Figure 22). Thus a low iloor compartment defined by panel 91 at the front, uside panel 50 at the left and luggage compartment 11 and housing 84 at the right is provided forwardly of the through aisle. The inner side wall of storage compartment 11 is spaced beyond tunnel 64 as above described to permit free movement of the drivers body when he is within this low iioor compartment. In this compartment the driver may stand at the controls and be completely out of the way while a. helper passes easily across the through aisle. A combination `clutch and brake operating pedal 98 extends through an aperture 99 in panel 91 into the drivers compartment. With the drivers compartment so forwardly disposed with respect to the through aisle there is no danger of tripping over this pedal while passing through the aisle.

From the above it will be seen that the driver may stand in his drivers compartment completely out of the through aisle when driving the vehicle from stop to stop. If there is a helper, he can pass entirely through the aisle and get off at either side of the vehicle without interfering with the driver. Furthermore, the driver has better road vision during driving periods since he is very close to the front end of the vehicle.

The grouped control arrangement above described results in increased eiliciency of operation with all controls available to one hand of the driver While the other is maintained on the steering wheel. Location of the hand service brake adjacent the steering wheel periphery is especially advantageous in .standrive vehicles because no stooping or bending is required tov locate and operate the service brake lever of my invention.

Grouping of the controls also aids in permitting additional cargo space at the front of the vehicle. As shown besl'l in Figures 1 and 6, panel 62 is disposed adjacent the rear of the motor and substantially above the front axle. The forward cargo compartment within the body extends all the way forwardly to that panel and substantially twice as much cargo space as is found provided in prior art vehicles of this type is now available forwardly of the through aisle. For example, the milk delivery truck of the prior art generally supports only two exposed cases of milk forwardly of the through aisle. My platform will accommodate three exposed cases of milk at the right on wall 19 and one exposed case at the left on rack 83.

Provision of this additional front cargo space.

is especially important in delivering milk and other perishables which must be iced in that it permits early morning delivery from a large number of cases at the front in the cool of the day, while the rear compartment containing the bulk of the load can be kept vclosed during that time. A considerable saving in refrigerant is effected in this manner.

The cargo platform forwardly of the through aisle is preferably of such height that the driver or helper does not have to bend appreciably when he is picking up articles therefrom, and any article on the platform can easily be reached from the through aisle. Furthermore, as explained above, the controls are so grouped and. disposed as not to interfere with a man passing through the aisle or reaching for an article on the cargo platform.

Rear compartment wall and door structure The vehicle illustrated in Figure 1 may be optionally equipped with the side hinged rear compartment doors |05 shown in Figure 2, but preferably the sliding rear compartment door structure shown in Figures 8-14 is employed.

Referring to Figures 1, 8 and 11 the roof assembly 40 curves downwardly at the rear end,

as described above, is provided with laterally ex tending angle member 53 which is preferably bolted at opposite ends to roof support members 35 attached to posts 2|. As shown in Figures 1 and 11, member 53 is provided with a substantially vertical rear flange |06. Roof member 5| extends along the outer surface of'fiange |06 and is bent inwardly at |01 to extend a substantial distance along the lower surface of member 53. Sheet 5| and angle member 53 are rigidly secured together, preferably by welding. A substantially J-shaped lateral strip |08 of thin sheet metal is secured upon the lower surface of sheetl 5| at its inwardly bent portion and extends laterally of the vehicle body to form a gutter to prevent moisture from the roof or above from streaming down the rear surface of the body. An angular bracket |09 also extends along the entire width of the body and is preferably secured as by welding to the bottom surface of strip |08. Bracket |00 is provided with a vertically extending inwardly facing strip l of resilient material, such as a strip of rubber vulcanized thereto, for a purpose later to be described.

When a sliding door is used, such preferably occupies only about half of the rear body surface and flanking panels ||2 are provided at each side thereof to completely enclose the rear of the body. Left-hand panel ||2 is illustrated in Figures 8-10 and angle strips H3, ||4 and H5 are provided for securing panel ||2 to the roof member 53, left rear post 2| and rear compartment oor ||6, respectively. Angle strips ||3, ||4 and ||5 may be secured to members 53, 2| and H6, respectively, by any suitable securing means but preferably sheet metal screws are used because it is obviously advantageous to provide for removal of panels 2 in case a different rear door structure is desired. Panel ||2 is provided with a resilient vertical edge lip ||1 extending over and pressing against'the adjacent surface of post 2| to provide a seal against the entrance 0f moisture and the like.

As shown in Figure 9, a bracket ||6' is secured to the rear under surface of floor ||6 and extends rearwardly and downwardly therefrom to support a lower rear body panel |8.

The door adjoining edges of each panel ||2 are provided with sealing strips IIS, preferably of sheet metal. As shownl in Figures 8, 10 and 14,. strip ||9 is secured upon the outer surface of panel ||2 by suitable fastening means such as screws |2| or the like, then bent inwardly at |22 along the inner edge of panel ||2 and then bent laterally away from panel ||2 to provide a vertical support ilange |23. A cushion strip |24 of some fabric and rubber or similar resilient material is secured to the rear face of flange |23 by split rivets |25 or the like for a purpose later to be described. As shown in Figure 11, ange |23 terminates in an inwardly curved portion |26 a substantial distance below the top of panel ||2 for a purpose later to be described.

A pair of parallel tracks |21 extend forwardly from the upper inner edges of panels ||2 substantially along the inner side of the rear compartment roof. Each track |21 is substantially U-shaped and is supported with its open side facing the other track. At its inner end each track |21 is secured as by welding in a cooperating socket |21 in a bracket |28. Bracket |28 in turn is secured, preferably by welding, to the inner roof surface just below one of the arched lateral roof braces 54 so that the inner ends of both tracks |21 are effectively supported upon the same roof brace 54.

At the rear end of each track |21 the upper and lower track surfaces flare vertically to form lips |29 and |3| which abut against end plates |32 positioned along the inner surface of panel I2 above the upper ends of flanges |23. Suitable securing means such as bolts |33 and |34 pass through the upper ends of strips ||9, panel ||2, plates |32 and lips |29 and |3|, respectively, as shown in Figure 11 and thus rigidly support the rear end of each track |21.

Intermediate its ends, each track |21 is preferably supported from an intermediate lateral roof brace 54 by an adjustable bracket |35. Bracket |35 comprises a generally vertical tapered plate |36 having a horizontal ange |31 secured as by Welding at the inner roof surface below intermediate brace 54. Bracket |28 and plate |36 are, therefore, rigidly secured to the roof braces in substantially the same manner. Adjacent its lower end, plate |36 is provided with a pair of vertically aligned horizontally extending slots |38 and |39. A second plate |4| having vertically aligned vertical slots |42 and |43 is secured against plate |36 by means of bolts |44 and |45 which pass through slots |38 and |42 4and |39 and |43, respectively.

aasasas The lower end` of each plate |4| is bent rearwardly and downwardly at |46 and lies along the top surface of each track member |21, being y rigidly secured thereto in any suitable manner such as by welding. Bracket |85 can therefore be universally adjusted to keep track |21 from sagging or to compensate for warped portions of the track. 'I'he mated slots in plates |86 and |48 tral window |48 (Figure 8) and centrally disposed internal and external handles |49 and I|, respectively,' (see Figure 9) so that it may be raised either from the rear of the vehicle or from inside the rear compartment.

At opposite upper edges, door |41 is provided with a pair of generally L-shaped brackets |52. One leg |53 of each bracket |52 is secured to the outer surface of door |41 as by screws |58' and the other leg |54 extends past the side edge of the door into the rear compartment. Each leg |54 carries thereupon a cylindrical projection |55 which fits within the adjacent track member |21 and serves to both guide and support door |41 upon the rear of the body. Door |41 is provided with a pair of wear strips,|58 at opposlte sides and when the door is closed, these wear strips cooperate with cushion stnps |24 to effectively seal the door edges. The top of the door is sealed in closed position with resilient strip Door |41 is raised to fully open position by pulling upward on either of handles |49 or |5|. This causes door |41 to simultaneously pivot outwardly about projections |55 and slide forwardly into the rear compartment along tracks |21.

l Resilient means are provided for holding door l wardly past bowed portions |58 once the door of door |41.

is in fully open position. Springs |59 are suiiiciently resilient so that when the operator pulls on door |41 projections |55 are forced past bowed spring portions |58 which are forced out of the tracks through apertures |51. Springs |59 are temporarily forced out ofthe tracks in the same manner, of course, when the door is being raised to fully open position.

When door |41 is in closed position, a suitable latch such as that shown at Figure 14 is preferably employed to prevent accidental opening of the door. A pair of brackets |62 are secured, as by bolts |63, to the outer surface of panels ||2 adjacent opposite edges of the lower end A latch |64 is pivotally mounted upon each bracket |62 to swing in a generally vertical plane. Each latch |64 is provided with a locking portion |65 fitting within a. groove |66 in a cooperating latch member |61 secured adjacent thereto upon the outer surface of door |41 by bolts |68 or some `other similar fastening means. At its free end each latch |54 is bent rearwardly to provide a convenient handle portion |69 so that the operators hand will easily like are being delivered by engagement fit between door |41 and handle |89 when he manipulates the latch.

Use of sliding rearcompartment doors of the type described above results in -a practical saving in refrigeration costs when perishables or the cause the rear compartment is effectively se led to keep cool air in and keep dust and hot air out of thebody.

Folding side doors The vehicle is provided with double folding side doors which are illustrated in Figures -1'1. Each door is designed to close the side door opening defined by door posts 22 and 28 and side frame rails 25 and 26 when in unfolded or closed position, and to be folded and swung back against the outer side of the body as 'shown iny dotted lines in Figure 15 when in open position.

Each side #door comprises a front section |1| and a rear section |12 interconnected by a suitable hinge |18 which extends the entire distance from top to bottom at the adjoining edge portions of each section. The rear section |12 is provided at its rear edge with a suitable hie portion |14 which cooperates with a hinge portion |15 secured to the front side of door post 22.

Hinge portions |14 and |15 also extend the' entire length of the door from top to bottom. In this manner it will be seen that rear door section |12 is hinged tothe body frame door post while front section |1| is hinged to and sill)- portied by its hinged mounting on the rear sec on.

Adjacent hinge portion |14, rear door section |12 is provided with a rlgidarm |16 which projects` substantially normal tothe door section into the interior of the body. Arm |16 may be `riveted to a portion of door section |12 as indicated at |10 in Figure 15, or may be welded or bolted thereto as desired. At its free end arm |16 is provided with an upstanding hollow boss |11 in which isrotatably secured the downwardly extending end portion |15 of rod |19. Rod |19 extends forwardly along the inner side of the door opening and, adjacent the front door post, is provided with a threaded end |8| upon which is tted a threaded'collar |82. Lock nut |83 maintains collar |82 in any desired position along the threaded portion |8|.

Collar |82 is bifurcated at its front end to pivotally receive one end of a short lever |84. The other end of lever |84 is non-rotatably secured to a vertical post |85. Post |85 is rotatably supported in a hollow boss |86 at the inner end of a rigid ribbed bracket |81 which is firmly secured, as by bolts |88, to front door post 23. As shown in Figures 7 and l5 an operating lever |89 is non-rotatably secured to post |8li immediately below lever |84 and is provided with a suitable handle |9I. With this arrangement left door handle |9| is in a convenient position above and forwardly of the drivers head and to the left of the steering wheel so that it is easily available to a driver whether he is in the through aisle or in the driving compartment. Door handle |9| at the right side of the body is similarly disposed.

With reference to Figures 16 and 1'?, top frame rail 25 has secured thereto as by welding a channel-shaped strip |82 which extends along the top of the door opening between posts 22 and 28. A

at plate 4|93 is supported along the bottom surface of strip |92. Plate |93 is narrow at its forward end but increases in width toward the rear So that it projects a substantial distance outwardly from the body. A downwardly extending 

